CN110920641B

CN110920641B - Drive station configuration

Info

Publication number: CN110920641B
Application number: CN201910980417.1A
Authority: CN
Inventors: 杰姆斯·埃弗里特·菲斯克; 帕特里克·沃尔特·约瑟夫·方坦; 威廉·约翰·麦考尔; 大卫·威廉姆·尼迈耶; 柯蒂斯·罗恩·雷伊; 艾瑞克·本杰明·亚力山大·萨内蒂; 艾斯克·约翰尼·哈尔博
Original assignee: Rail Veyor Technologies Global Inc
Current assignee: Rail Veyor Technologies Global Inc
Priority date: 2014-07-08
Filing date: 2015-03-31
Publication date: 2022-04-26
Anticipated expiration: 2035-03-31
Also published as: CA2954241A1; AU2019219815B2; AU2015286190B2; EP3166834A4; EP3650302A1; BR112017000447A2; CA2954247C; MX2021001928A; CA2954247A1; AU2021200651A1; EA201992203A1; AU2020202326A1; EP3166834A1; AU2022203032A1; PL3166834T3; EP3166834B1; CN106794846A; CL2017000048A1; AU2015286192A1; MX2017000326A

Abstract

The present invention relates generally to a rail transport system without an internal drive, and more particularly to an improved rail transport system for transporting bulk materials. The rail transport system comprises: horizontal drive stations and vertical drive stations that include drive tires that rotate in a plane parallel to the rails. In this arrangement, the forces are applied in different planes, unlike earlier systems, where the forces are separate from the tensioner. The improvement in drive stations enables less system steel, improves manufacturability, and thus reduces system component cost compared to previous drive stations. In addition, the drive station allows for improved maintenance and access paths for driving the tires.

Description

Drive station configuration

This application is a divisional application of an invention patent application having an application date of 2015, 3/31, application number of 201580036570.9 and an invention name of "drive station configuration".

Technical Field

The present invention relates generally to a rail transport system without an internal drive, and more particularly to a drive station configuration for moving cars through a rail transport system.

Background

Methods and configurations for moving bulk materials (bulk materials) in conventional trains, trucks, conveyor belts, aerial cableways, or in pipelines as slurries are well known and typically used in various industries due to site specific needs or experiences. For example, in the mineral or aggregate industry, bulk material is moved from a mining or refining site to a processing facility for upgrading or size grading. Trucks have been the system of choice for moving bulk materials for many years. Trucks are being scaled up for off-road (off-road) vehicles due to their efficient transport of bulk material and increased capacity. However, these vehicles are limited to site-specific applications and are provided at high capital costs. Major off-road trucks have developed that require a wide roadway for vehicle crossing, are not energy efficient to transport miles per ton of material, have limited gradeability, and are dangerous due to the possibility of operator error and unfriendly surroundings.

Trains have been in use for many years to transport bulk materials in hopper cars. It uses free rolling iron or steel wheels on the rails, which are very efficient energy consumers due to low friction, but have limited capacity in terms of the drives or locomotives required. Long trains of large tonnage use multiple drives of heavy units that dictate track weight and ballast requirements. All railroad designs must take into account the weight of the fuel contained by the drive or locomotive, rather than the combined weight of the cars plus the load (which is obviously smaller). The drive needs to be of sufficient weight to bring the rotary drive tires into contact with the stationary track and must have sufficient friction to produce forward or reverse motion of the parts that will include the heavy duty car. The tilting capability of conventional railway systems is limited by the friction between the load-carrying drive wheels and the rails. Rail cars are individual units, each unit having to be loaded in a batch process, one car at a time. The bulk material may be unloaded from the hopper car through an open bottom pour spout or may be independently rotated for pouring from the top. On-site car loading and unloading is time consuming and laborious.

While movement from one location to another may be cost effective, the increased cost of bulk loading and unloading in shorter distance transports reduces rail transport cost effectiveness. In the normal case of a single dual track train system, only one train is available on the system at a time.

Conveyor belts have been used for many years to move bulk materials. There are a wide variety of conveyor systems that can actually move every conceivable bulk material. The capital cost of a single belt trip over long distances is high and when the belt breaks or tears, catastrophic failures are experienced, typically shutting down the entire system and dumping the carried load, requiring cleaning. The conveyor belt is energetically efficient, but may require high maintenance due to the constant inspection and replacement required due to the inherent problems of multiple idler bearings. Short-range conveyor belts are commonly used for dry or clip-on transport of almost all types of materials. Because the conveyor belt is highly flexible and is intended to operate on fairly flat terrain, it is not efficient at transporting highly solid slurries, where water and fines can accumulate in low levels and over the sides, creating an overflow wet slurry handling problem.

Some bulk materials may be transported in a pipeline when mixed with water to form a slurry that is pushed or pulled in an airless or submerged environment by a motor-driven pump impeller. The size of the individual particles present in the bulk material indicates the transport speed necessary to maintain the movement. For example, if large particles are present, the velocity must be high enough to keep the very largest particles in motion by bouncing and sliding along the bottom of the pipe. As the pipeline operates in a dynamic environment, the moving fluid and solid matter create friction with the stationary pipe walls. The higher the velocity of the moving mass, the higher the friction losses at the wall surface, which needs to be compensated for by an increased energy. Depending on the application, the bulk material has to be initially diluted with water to facilitate transport and dewatered at the discharge end.

Light gauge narrow gauge railways for transporting bulk materials from mines and the like are known, in an example as described with reference to U.S. patent No.3,332,535 to Hubert et al, in which a light rail train consisting of a plurality of cars is propelled by a combination of drive wheels and electric motors, dumped on an outer ring. In a further example, U.S. patent No.3,752,334 to Robinson, jr. et al discloses a similar narrow-gage railway in which the cars are driven by an electric motor and a drive wheel. U.S. patent No.3,039,402 to Richardson describes a method of moving railroad cars using static friction drive tires.

While the above-described transport systems and methods have particular advantages over conventional systems, each solution is highly dependent on the particular application. It has become apparent that the increase in labor, energy and material costs, and the environmental factors of alternative transportation methods, requires the realization that energy and labor are efficient, quiet, non-polluting, and aesthetically non-obtrusive. U.S. patent publication US 2003/0226470 to Dibble et al, "rail transport system for bulk material", US 2006/0162608 to Dibble, "light rail transport system for bulk material", and U.S. patent No.8,140,202 to Dibble, the disclosures of which are incorporated herein by reference in their entirety, describe a light rail train that employs an open semi-circular trough train having a drive station. Such light rail systems provide a new alternative to the aforementioned material transport systems and enable bulk material transport using multiple connected cars, with multiple cars open at each car except for the end cars, and the end cars having end plates. The train forms a long open trough and has flexible flaps attached to each car and overlapping the cars in front to prevent spillage during movement. The lead car has four wheels and tapered side drive plates in front of the car to facilitate access to the drive stations. The subsequent car has two wheels with a U-shaped hitch connecting the front to the rear of the car immediately forward. Movement of the train is achieved by a series of drive stations adapted in position having drive motors on either side of the rails, the drive motors being Alternating Current (AC) electric motors, with the drive mechanisms (e.g. tires) providing frictional contact with the side drive plates. At each drive station, each drive motor is connected to an AC inverter and a controller for drive control, the voltage and frequency of both being modified as required. Each electric motor rotates the tire in a horizontal plane to physically contact two parallel side drive plates outside each of the carriage wheels. The pressure exerted by these drive tires on the side drive plates converts the rotational motion of the tires into horizontal momentum. The wheels on the car are spread apart to allow operation in the reverse position using a dual set of tracks, allowing the car to hang upside down for unloading. By rotating such a double rail system, the unit train can be returned to its normal operating state. Such systems are well known and are commercially known as Rail-Veyor < TM > material handling systems.

The flanged wheels may be symmetrical with respect to the side drive plates to allow operation in a reverse position, when four rails are used to enclose the wheels, an outer ring discharge of bulk material may be performed. By using elevated rails, the train can be operated in a convenient manner in a reversing position as easily as possible.

Still further, drives for such light rail systems have been developed, as described in U.S. Pat. No.5,067,413 to Kiuchi et al, which describes a device for conveying a travelable object on a fixed path, which is not provided with a drive source. The plurality of shell-traveling objects travel on a fixed path while being substantially aligned and in intimate contact with each other. The travel power is transmitted to one of the plurality of travelable objects located on at least one end of the aligned column. The traveling power drives the travelable object with a frictional force while pressing one side surface of the travelable object, and is transmitted to the travelable object while supporting the other side surface of the travelable object. The means for transmitting the traveling power is disposed only on one part of the fixed path.

While the above-described light Rail systems (e.g., Rail-Veyor < TM > material handling systems) have generally been accepted, there is a need to provide an improved system that has high efficiency and reliability in controlling train movement, particularly in connection with multiple trains having bulk material transport systems. The present invention also relates to an improved system and method for controlling such a light rail system in an efficient and reliable manner.

Disclosure of Invention

The present invention relates generally to a rail transport system without an internal drive, and more particularly to an improved rail transport system for transporting bulk materials. The rail transport system includes improvements in functionality, manufacturability, and thus reduced system component costs. The rail transit system further comprises: drive system configuration that includes improvements in reliability and functionality.

In accordance with one aspect of the present invention, there is provided a drive assembly for use in a rail transport system for transporting bulk material through a plurality of cars adapted to form a train, each car having a pair of side drive plates and a trough configuration for carrying bulk material on rails. The driver assembly includes: a support structure; at least one drive unit connected to the support structure. The drive unit includes drive tires adapted to frictionally contact side drive plates of at least one of the cars to apply a driven moment (drive moment) to the car. The driver assembly further includes: a spring element operatively located between the support body and the drive unit to control a pressing force between the drive tire and a side plate of the vehicle compartment in contact. The drive unit is further adapted to: pivoting on a plane parallel to the rail at the connection with the support structure, so that a driving force acts (act) at the connection between the drive unit and the support body and a pressing force acts through the spring element.

In one embodiment, the drive unit is pivotally connected to the support structure so that the drive tire can be accessed for maintenance thereof.

In another embodiment, the driving force acts at a pivot bushing connecting the drive unit with the support structure.

In a further embodiment, the spring element is of air spring construction to control the pressing force between the drive tire and the side drive plate.

In yet a further embodiment, the driver assembly further comprises: a frame for supporting the support structure relative to the track.

According to another aspect of the present invention, there is provided an actuator assembly for use in a rail transport system for transporting bulk material through a plurality of cars adapted to form a train, each car having a paired side drive plate and trough configuration for carrying bulk material on a track. The driver assembly includes: a support structure; at least one drive tire for frictionally contacting side drive plates of at least some of the cars to apply a driven torque to each car. The drive tire is pivotally connected to the support structure so that the drive tire can be accessed for maintenance thereof.

In one embodiment, the actuating force acts at the pivotal connection.

In another embodiment, the driving force acts at a pivot bushing connecting the drive tire with the support structure.

In a further embodiment, the driver assembly further comprises: a frame for supporting the support structure relative to the track.

According to a further aspect of the present invention, there is provided a drive assembly for a rail transport system for transporting bulk material through a plurality of cars adapted to form a train, each car having a paired side drive plate and trough configuration for carrying bulk material on rails. The driver assembly includes: at least one drive unit comprising a motor and a drive tire. The motor is adapted to rotate the drive tires into frictional contact with side drive plates of at least one of the cars to apply a driven torque to the cars. The driver assembly further includes: a mounting plate located between the motor and the drive tire; and a support structure adapted to carry the mounting plate such that a driving force from the drive unit and a pressing force between the drive tire and the side plate act on the support structure through the mounting plate.

In one embodiment, the mounting plate includes: an engagement portion for allowing the drive unit to be lifted from the support structure.

In another embodiment, the driving unit further includes: an engagement portion for allowing the drive unit to be lifted from the support structure.

In a further embodiment, the mounting plate comprises: a mounting interface for selectively adjusting a proximity (proximity) of the drive tire relative to the side plate to selectively control a compressive force between the drive tire and the side plate.

In yet a further embodiment, the mounting plate defines a plurality of apertures. By attaching the mounting plate to the support system with a pin configuration relative to one of the holes of the mounting plate, control of the compressive force is selectively adjusted.

In yet a further embodiment, the driver assembly further comprises: a base for supporting the support structure relative to the track.

In any of the preceding embodiments, the driver assembly may further comprise: a dynamic braking configuration for limiting rotation of the drive tire. The braking action of the dynamic braking configuration is controlled by limiting the current to the drive unit assembly.

In a further embodiment of any of the preceding embodiments, the driver assembly may further comprise: a mechanical braking arrangement for limiting rotation of the drive tire. The mechanical braking configuration is of the hydraulic release type.

Drawings

Various embodiments of the invention are described by way of example with reference to the accompanying drawings and appendices. The present invention will become apparent to those skilled in the art from a reading of the following detailed description of various embodiments of the invention when taken with reference to the accompanying drawings.

FIG. 1 is a schematic illustration of a track system based on the teachings of the present invention;

FIGS. 2 and 3 are side and top plan views, respectively, of one embodiment of a train capable of being operated by the system of FIG. 1;

FIG. 4 is a schematic illustration of a rail configuration capable of being operated by the control system of the present invention;

fig. 5 is a schematic illustration of the following: (a) a horizontal drive station, (b) an independent view of a spring element, and (c) an independent view of a pivot bearing, all in accordance with an embodiment of the present invention;

fig. 6 is a perspective view of a support structure of a horizontal drive station according to an embodiment of the present invention;

FIG. 7 is a perspective view of a spring element according to an embodiment of the present invention;

fig. 8 is a schematic illustration of the following: (a) an actuator assembly in a deactivated position, and (b) a separate view of a support column, all in accordance with an embodiment of the present invention;

fig. 9 is a perspective view of a vertical drive station according to an embodiment of the present invention;

fig. 10 is a perspective view of a support structure used in the vertical drive station according to an embodiment of the present invention;

FIG. 11 is a perspective view of a drive unit assembly used in the vertical drive station according to an embodiment of the present invention;

FIG. 12 is (a) a top plan view of the vertical drive station; and (b) separate views of the aperture of the mounting plate, all in accordance with embodiments of the present invention.

Detailed Description

The present invention will now be described more fully hereinafter with reference to the accompanying drawings and appendices, in which embodiments of the invention are shown. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, the embodiments presented herein are such that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

Referring initially to fig. 1-3, a train system 10 includes a rail 12 having

parallel tracks

12a, 12b based on the teachings of the present invention. The train 14 includes: a first or leading car 16 having front and rear wheel pairs 18, 20, the front and rear wheel pairs 18, 20 being operable on the rails 12 to provide freewheeling motion to the leading car. For the embodiment described herein as an example, the train includes additional cars, depicted as a second or rear car 22 and an intermediate car 24 or a plurality of intermediate cars carried between the leading car and the rear car. The rear car 22 and the middle car 24 include a front pivotal connection 26 for pivotally connecting the middle and rear cars to adjacent front cars. The rear and

intermediate cars

22, 24 have only the rear wheel-sets 20 and are capable of operating on the rails 12 to provide free-wheeling motion thereof.

With continued reference to fig. 2, each car has an attached side panel 28. Referring to fig. 1, 3 and 4, each of the plurality of drive stations 30 has a Variable Frequency Drive (VFD) including a drive tire 32 for frictionally contacting the side plate 28 and transmitting driven motion to each car and to the train 14. As shown with continued reference to fig. 3, the embodiments described herein include each car including opposing

side panels

28a, 28b and opposing

drive tires

32a, 32 b. In particular, each car may have a fixed side plate on each side, extending along the length of the car and distributed outside the wheels and rails. These side plates may be positioned symmetrically with respect to the wheels and parallel to the light rail. In another arrangement, the side walls may be positioned asymmetrically with respect to the wheel. However, in this arrangement the wheels are part of the side panels, so that the side panel-wheel arrangement allows the train to move either downstream or upstream. Preferably, the wheels are arranged to allow the train to be operated in an upright (upright) position or in an inverted position. Each drive station 30 includes an a/C converter and a controller connected to each set of drive motors so that the motors can be synchronized by modifying at least one of their voltage and frequency. The forward or reverse movement of the train is due to the horizontal rotation of the tires on opposite sides of the train, which is turned in opposite directions by the appropriate pressure of the rotation to provide minimal slippage between the tire surfaces and the side plates. In other words, both opposing tires are urged inward toward the center of the rail. To stop the train, the drive tires 32 are further adapted to engage and press against the side panels 28 of the cars.

Referring to fig. 5-12, a horizontal drive station and a vertical drive station arrangement according to an embodiment of the present invention are shown, respectively. Referring first to the design of the horizontal drive station 40 of fig. 5, this arrangement can be used with mounts having limited height clearance. The improvement in the horizontal drive station compared to previous drive stations enables less steel for the system, improves manufacturability and thus reduces system component costs. In addition, the drive station arrangement decouples the driving and pressing forces. In particular, the driving force is active (act) at the pivot bearing 50, the pressing force being isolated against the rotating element (i.e. the drive tire 44). The support structure 42 of the horizontal drive station 40 also provides improved maintenance and access paths for the drive tires 44.

The support structure 42 provides a base for mounting the drive unit assembly 46. In most applications, the support structure 42 will be mounted to a frame 96 that traverses the

parallel rails

12a, 12 b. In this arrangement, two

support structures

42a, 42b are provided on either side of the

parallel rails

12a, 12b to allow two separate drive unit assemblies to engage opposite side plates of the car.

To accommodate the drive unit assembly 46, the support structure 42 is typically formed by a base plate 94, with two

side plates

98a, 98b attached to and perpendicular to the base plate 94 (fig. 6). Each side plate 98 is attached at one end to the mounting plate 92, and the mounting plate 92 extends perpendicular to the side plates 98 and generally parallel to the rails 12. In some applications, a bumper mounting plate 100 is positioned parallel to mounting plate 92 at the other end of side plate 98. If a cushion body 104 is employed, it may be attached to the cushion mounting plate 100 to minimize damage to the entire drive station 30 in the event that the car experiences a lateral impact against the drive station as it passes by. To accommodate the pivot bearings 50 of the drive unit assembly 46, a pivot mounting plate 102 is provided to cover the corner formed between the side plates 98 and the mounting plate 92.

The drive unit assembly 46 includes at least one drive tire 44, the drive tire 44 being coupled to a motor gearbox configuration 48 (e.g., an electromechanical drive having a suitable horsepower rating to propel the train and a suitable gear ratio to move it at a specified speed and meet a desired duty cycle) and being pivotally connected to the support structure 42 such that the unit 46 can be pivoted for maintenance (e.g., removing the tire or servicing the drive). Each drive unit 46 operates to drive the tires 44 into frictional contact with the side panels 28 of the vehicle cabin. A configuration is provided to control the opposing pressure required to provide the appropriate forward or reverse impulse to move the train 14 without slipping.

In addition, the plane in which the drive tires 44 pivot is altered in the horizontal drive station described herein as compared to prior drive stations. Changing this plane makes the way the forces from the drive station are carried to the support structure different.

In particular, earlier systems included a threaded rod for pulling in the drive tire by pivoting the entire drive into the train. In this arrangement, both normal (pressing) forces and active (reactive) impulse forces are carried in the threaded rod as tensile/tensioning forces.

Unlike the drive tires that move vertically with reference to the ground in prior art drive stations, the drive tires 44 described herein rotate in a plane parallel to the rails 12. In this arrangement, the forces are applied in different planes, unlike earlier systems, and the forces are decoupled from the tensioner. In particular, the driving force acting at the pivot bearing 50 and the pressing force isolated from the rotating element (i.e., driving the tire 44) are decoupled. In this manner, the normal (squeezing) force may be reacted through the spring element 52, the spring element 52 being designed to maintain the desired force over a wider range of travel. Typically, the pivot bearing 50 is attached to a pivot mounting plate 102 of the support structure 42.

In one embodiment, the spring element 52 is provided as an air spring configuration that may be used to control such pressure (i.e., squeeze force) required between the tire 44 and the side panel 28 of the train 44 (e.g., to adjust tire/car engagement in view of tire wear and manufacturing tolerances) (fig. 7). As shown in the embodiment of fig. 7, the spring member 52 may include a housing 58 for an air spring 82. The internal volume of the housing 58 can be adjusted by lengthening or shortening the post 84 to expand or compress the air spring 82. The spring element 52 is attached to the support structure 42 in a position that allows pressure to be applied to the drive mounting plate 54, which ultimately causes the drive tire 44 to be compressed against the side plate 28. In one embodiment, spring element 52 rests on a base plate 94 of support structure 42 and is attached to a mounting plate 92 of support structure 42. Typically, two spring elements 52a, 52b are used in each support structure 42, one mounted on each mounting plate 92. This arrangement allows a generally uniform lateral force to be applied to the drive mounting plate 54 in the vicinity of the drive tire 44.

As previously described, to allow for maintenance of the drive tires 44, the drive unit 46 may be pivoted from an activated position, in which the drive tires 44 lie in a plane parallel to the rails 12, to a deactivated position, in which the drive tires 44 lie in a plane perpendicular to the rails 12. The drive unit assembly 46 (including the drive unit mounting plate 54) pivots via a pivot bearing 50 located on the support structure 42. To improve worker safety during maintenance of the actuator assembly 46, a tire harness 158 may be used to secure the drive tire 44 (fig. 8) during pivoting of the assembly 46 and its maintenance.

When in the deactivated position, the drive unit assembly 46 may be stabilized (i.e., prevented from pivoting back to the activated position) by inserting and securing the support rod 72 to the mounting plate 54. In one embodiment, the support rod 72 is inserted through a hollow support post 74 that is connected to the mounting plate 54. The support peg 74 is configured to: when in the activated position, allows the mounting plate 54 and associated drive unit assembly 46 to be positioned away from the support structure 42.

Referring now to the design of the vertical drive station 60 shown in fig. 9, this arrangement can be used for mounts that do not have height clearance restrictions. The improvement of the vertical drive station 60 enables less steel for the system, improved manufacturability and thus reduced system component cost. The support structure 62 of the vertical drive station 60 is preferably a steel structure rather than a cement based structure. The support structure 62 as shown is also stronger with less steel used than conventional systems. In particular, the support structure 62 is shown using a laser cut/bent steel plate design (see fig. 10), rather than a structural member-based design as used in conventional systems. The vertical drive station 60 also provides improved maintenance and access paths for the drive tires 64. In particular, a drive unit assembly 66 including a drive tire 64 is coupled to the motor gearbox configuration via a drive mounting plate 68, as previously described. In yet another arrangement, the drive unit 46 may be a fluid-powered device, shown with a fluid coupling configuration 142 (fig. 11). The drive unit 66 or drive mounting plate 68 includes an engagement site, such as an eyelet 56, for lifting the unit for maintenance (e.g., tire replacement or servicing of the drive). Each drive unit 66 operates to drive the tires 64 into frictional contact with the side panels 28 of the vehicle cabin. A configuration is provided to control the opposing pressure required to provide the appropriate forward or reverse impulse to move the train 14 without slipping. In particular, a plurality of apertures 70 are preformed in the drive unit mounting plate 68 (b in fig. 12) that are selectively adjusted by mounting the drive tires 64 in a selected proximity relative to the bed side wall 28 to control such desired pressure between the tires 64 and the bed side wall 28 (e.g., adjusting the tire/bed engagement in view of tire wear).

The selective adjustment to control the pressure between the tires 64 and the cabin side panel 28 is accomplished by: a plurality of holes 70 (b in fig. 12) preformed on the drive unit mounting plate 68 and a corresponding number of holes 80 (b in fig. 12) on the support structure 62 are provided. The plurality of apertures 70 preformed on the drive unit mounting plate 68 are typically parallel to the edge of the mounting plate 68 remote from the rail 12, while a corresponding number of apertures 80 are preformed on the support structure 62 offset from the edge of the support structure 62 remote from the rail 12. Typically, two sets of

apertures

70a, 70b and 80a, 80b are preformed in the drive unit mounting plate 68 and the support structure 62, respectively, along the edges away from the rails 12 at opposite ends of the plate 68 and the support structure 62. The tire 64 may be positioned progressively closer to the rail 12 by extension of the side panel 28 of the bed, by connecting the mounting plate 68 to the support structure 62 via one of the apertures 70 in the mounting plate 68 and a corresponding aperture 80 in the support structure 62 at a location that urges the mounting plate 68 closer to the rail 12. In one embodiment, mounting plate 68 is coupled to support structure 62 by inserting pins 76 through corresponding

holes

70, 80 in mounting plate 68 and support structure 62.

The various components of the

drive units

46, 66 may be optimized to provide the desired appropriate friction between the

drive tires

44, 64 and the bed side panel 28. These friction wheels of the drive tire-side drive plate contact are optimized to avoid slippage between the

drive tires

44, 64 and the cabin side plate 28, thereby avoiding forward momentum. In one example, the surface of the bed side panel 28 may be adapted to improve such engagement with the drive tires 44, 64 (e.g., the side panel material may be modified or a coating may be applied to the side panel). In another example, various specifications of the drive tires 44, 64 (e.g., tire pressure, composition, hardness values, spring rate, etc.) may be implemented to modify the frictional force between the

drive tires

44, 64 and the bed side panel 28. The

flexible drive tires

44, 64 may be made from a variety of materials. Examples of suitable materials are, but not limited to: soft solid tires, synthetic rubber tires, polyurethane pneumatic rubber tires, and synthetic foam filled tires. The

preferred tires

44, 64 are foam filled pneumatic tires. The foam provides the flex function (flex function) associated with air-filled tires without the potential for rapid deflation problems. The ability to flex compensates for irregularities in the spacing of the side plates 28 and allows full contact with the flat side plates 28 even in deformed portions that could cause contact failure with a non-compliant tire. The use of a deflatable tire can result in loss of traction and the possibility of derailment. As provided in earlier systems, it is desirable for the

drive tires

44, 64 to have a low durometer value. In this manner, the face of the foam filled tire will expand (or deform) sufficiently when in contact with the train side panel to provide sufficient crush force to move the train.

The horizontal drive station 40 and the vertical drive station 60, as shown in fig. 5 and 9, respectively, include: a brake device coupled to the motor gearbox arrangement 48. The brake may take the form of a dynamic braking configuration to prevent the train 14 from running away during downhill operation and with an active locking brake actuated during a stop condition, the train may be held in place until the system returns to an operational state. Generally, braking can be achieved by two systems. In one embodiment, the service brake configuration is provided by the motor control system and uses a motor dynamic brake actuator 48. In this configuration, the braking action is controlled by limiting or eliminating the current to the drive unit assembly. In another embodiment, the mechanical braking system is provided in the form of a hydraulic release configuration, which is mounted as an extension of the gearbox intermediate shaft. Such mechanical braking systems may be used for maintenance and emergency situations. Additionally, both forms of braking systems may be included in the

drive stations

40, 60 to provide redundant backup in the system in the event of a failure of one of the systems.

Many modifications and other embodiments of the inventions set forth herein will come to mind to one skilled in the art to which these inventions pertain having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. Therefore, it is to be understood that the inventions are not to be limited to the specific examples disclosed and that modifications and other embodiments are intended to be included within the scope of the appended claims. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation.

Claims

1. An actuator assembly for use in a rail transport system for transporting bulk material through a plurality of cars adapted to form a train, each car having a pair of side drive plates and a trough configuration for carrying bulk material on rails, said actuator assembly comprising:

a support structure;

at least one drive unit connected to the support structure, the drive unit including drive tires adapted to frictionally contact side drive plates of at least one of the cars to apply a driven torque to the car; and

a spring element operatively located between the support structure and the drive unit to control a pressing force between the drive tire in contact and a side drive plate of the vehicle compartment, the spring element having a direction of extension and retraction substantially parallel to a plane of the drive tire;

wherein the drive unit is further adapted to: pivoting at the connection with the support structure and pivoting on a plane parallel to the rail, such that a driving force acts at the connection between the drive unit and the support structure and a pressing force acts through the spring element.

2. The driver assembly of claim 1,

the drive unit is pivotably connected to the support structure in such a way that the drive tire can be accessed for maintenance thereof.

3. The driver assembly of claim 1,

the driving force acts at a pivot bushing connecting the drive unit with the support structure.

4. The driver assembly of claim 1,

the spring element is of air spring construction to control the pressing force between the drive tire and the side drive plate.

5. The driver assembly of claim 1, further comprising:

a base for supporting the support structure relative to the track.

6. The driver assembly according to any one of claims 1 to 5, further comprising:

a dynamic braking configuration for limiting rotation of the drive tire.

7. The driver assembly according to any one of claims 1 to 5, further comprising:

a mechanical braking arrangement for limiting rotation of the drive tire.

8. The driver assembly of claim 6,

the braking action of the dynamic braking configuration is controlled by limiting the current to the driver assembly.

9. The driver assembly of claim 7,

the mechanical braking configuration is of the hydraulic release type.

10. The actuator assembly of any one of claims 1 to 5, 8 and 9, further comprising an additional spring element operatively positioned between said support structure and said actuating tire to control the compressive force between said actuating tire in contact with a side drive plate of said vehicle compartment, the direction of extension and retraction of each of said spring element and said additional spring element being generally parallel to the plane of said actuating tire, each of said spring element and said additional spring element being positioned to each side of said actuating unit and said support structure to apply a generally uniform lateral force to said actuating unit in the vicinity of said actuating tire.

11. The actuator assembly of claim 10, wherein the spring element and the additional spring element are each of an air spring configuration.

12. An actuator assembly for use in a rail transport system for transporting bulk material through a plurality of cars adapted to form a train, each car having a pair of side drive plates and a trough configuration for carrying bulk material on rails, said actuator assembly comprising:

a support structure;

at least one drive tire for frictionally contacting side drive plates of at least some of the cars to apply a driven torque to each car; the drive tire being pivotally connected to the support structure so that the drive tire can be accessed for maintenance thereof; and

a spring element operatively located between the support structure and the drive tire to control a pressing force between the drive tire in contact and a side drive plate of the vehicle compartment, the direction of extension and retraction of the spring element being generally parallel to the plane of the drive tire.

13. The driver assembly of claim 12,

the driving force acts where the drive tire is pivotally connected to the support structure.

14. The driver assembly of claim 13,

the drive force acts at a pivot bushing connecting the drive tire with the support structure.

15. The driver assembly of claim 12, further comprising:

a base for supporting the support structure relative to the track.

16. The driver assembly according to any one of claims 12 to 15, further comprising:

a dynamic braking configuration for limiting rotation of the drive tire.

17. The driver assembly according to any one of claims 12 to 15, further comprising:

a mechanical braking arrangement for limiting rotation of the drive tire.

18. The driver assembly as in claim 16,

19. The driver assembly as recited in claim 17,

the mechanical braking configuration is of the hydraulic release type.

20. The actuator assembly of any one of claims 12-15, 18, 19, further comprising an additional spring element operatively positioned between said support structure and said actuator tire to control the compressive force between said actuator tire in contact with a side drive plate of said vehicle compartment, the direction of expansion and contraction of each of said spring element and said additional spring element being generally parallel to the plane of said actuator tire, each of said spring element and said additional spring element being positioned to each side of said actuator tire and said support structure to apply a generally uniform lateral force to said actuator tire in the vicinity of said actuator tire.

21. The actuator assembly of claim 20, wherein the spring element and the additional spring element are each of an air spring configuration.